ASOG Article of the Month: November 2020

ASOG Author: Gary Micklethwaite

Unless you're Rip Van Winkle waking up from a long slumber, unmanned aerial vehicles have entered the fabric of humanity. However, it's still the Wild-West when it comes to the Five-Ws of integrating this new technology into Aviation. Gary Micklethwaite, with his 30 years of both manned and unmanned aircraft experience, highlights some of his observations concerning the current state-of-play regarding Unmanned Aerial Vehicles. 

We've all heard it. It's the mantra of aviation. Fly the plane, know where you are (and where you're going), and tell someone your intentions. Plan your flight and fly your plan. To do otherwise is tantamount to heresy for aviators.

Given the changing world in which we live (aviation-wise), is aviate, navigate and communicate doable without getting overloaded or task saturated? Does your vehicle even have all the capabilities to be able to do all three of those things? Of course, they can all fly, but with some of the smaller manned and unmanned air vehicles, can they navigate? Can you communicate?

Manned vs. Unmanned

The Unmanned Air Vehicle (UAV) that I operate professionally does not have a built-in radio, we have to carry around a handheld aviation band radio, and then we can talk to anyone on the frequency. Perhaps that's why we are presently only flying in CYR's???? Ya, Think!!

Manned aircraft are the best at doing all three, of course. Manned aircraft (usually) have room for all of the associated beeps and whistles needed to navigate and communicate, even if it's, in the case of smaller ultralight type vehicles, a handheld GPS and a helmet-mounted radio. They can do it all. But what about smaller unmanned vehicles (quadcopters and the like). They are growing in leaps and bounds in popularity, and it seems that everyone and their dog wants to "buy a drone" and go off and fly it. It's the wild west out there.

Rules and Regulations

So, governments worldwide are imposing (rightly so IMHO) rules and regs to operate these vehicles. Up here in Canada, we have two certification levels for small UAVs (NATO Class one, smalls, mini's, and micro's). In other words, less than 15 Kg weight. Transport Canada even went so far as to classify small UAS as anything under 25 kg weight.

We have the basic and advanced certification here, and we have rules about where you can fly based on your certification. There is one more level above that, and that is flight reviewer, but for your average Joe who goes to the local UAV shop to get a new toy, this level usually is not one they aspire.

Basic level operators must fly in uncontrolled airspace only, you must fly more than 100 feet from bystanders, and you must never fly over bystanders. There's no mention of navigating or communicating. I suppose being LOS only is sort of navigating, as you never (or aren't supposed to) lose sight of your vehicle…..No one has ever done that, Right????

For Instance

I have my own small personal quadcopter drone, that's just large enough to require me to hold a license from Transport Canada. I live in a city where my house is on the approach path to the local municipal airport. I can't fly in my backyard because of that. How many people have you heard of, seen, talked to who fly around in their backyard or at a local park, over the local folk festival or little Johnny's soccer game, all the while not knowing that they aren't allowed? I have a theory as to why. They think it's a toy instead of an aviation asset. It's the same as an RC plane or a car to them.

Advanced level operators are allowed to fly less than 100 feet from bystanders and can fly in controlled airspace with ATC approval….Ah, communicating! The third commandment. The most popular way of communicating for this sort of operation is via cell phone to the local ATC to ask them if it's OK to fly, tell them how long you expect to be there, and give them a call back number in case they need to contact you. Communicating….Really?

There are supposed to be rules for flying UAS in and out of controlled airspace in most countries, I can't speak for other countries, but I know we have them in Canada. The problem is that very few people on the operating side know what they are, other than those of us who make a living doing it. Your average "enthusiast" doesn't really know what the rules are or even know that they are required to hold a license. With the "newness" of the regulations, most regulatory agencies are trying to figure out how to apply regulations. Additionally, they don't have enough time to enforce the regulations that are in place.

Reality Is?

However, knowing the rules is slowly becoming a reality as my local AV shop has noticed a marked decrease in drone sales between the 500 grams and 25 kg weight limits. Within those weight limits, you require Transport Canada certification to fly, which is scaring people off.

However, the micro-drone market is booming. You can see them darting around local parks and other areas like dragonflies. Does this pose an airspace control problem? Not really, I guess, but it only takes one 1 pound drone to hit an aircraft on approach to ruin your day. 

I think I am digressing a bit on the subject here, but I wanted to show just how "uncontrolled" things seem to be in the drone hobby world. We have all heard of major international airports being shut down for long periods due to people flying drones too close to the runways, and it continues to get worse. If people don't understand the need to follow the rules-of-the-road when it comes to flying, how can we expect them to be able to Aviate, Navigate, and Communicate properly? 

The Last Point

I know it seems I'm casting a wide net. However, my last point is that I most certainly don't want to imply that ALL drone hobbyists are aviation anarchists. Most are enthusiasts who gladly play by the rules, but those who don't play by the rules may eventually ruin it for those who follow the rules, live by them, and make a living using them. In the end, it's all about educating those who think drones are toys and not an actual flying machine.

ASOG Article of the Month – November 2020

ASOG Author: Patrick Ryan

ASOGer: Gary Micklethwaite, Dept. Head of Operators at Qinetiq Target Systems Canada for the CAFUAS Program

Last month, I had the great pleasure of virtually cross-talking with a fellow ASOGer and ASOG Author, Gary Micklethwaite. As part of ASOG's effort to advocate, educate, and inform regarding the Airborne Sensor Operator (ASO) profession, I thought it would be great to take a moment to capture his current and past experiences as an ASO. Especially with his background in both manned and unmanned aircrew roles.

What is your job, and how did you end up in this career field/position?

Presently I am the Head of Operators at Qinetiq Target Systems Canada for the CAFUAS Program. I retired from the Canadian Military in 2014 after a 36-year career, of which 30 was spent as a sensor operator. After retirement, I spent five years being bored before applying for this position. I was lucky enough to get hired at the ground floor of a new rotary-wing unmanned system project to help our Military.

What do you like about your job?

What is not to like? I get to operate an unmanned platform AND all the sensors that go on it. I also get to manage a team of like-minded professionals who want to do their best. Sure, there are a few growing pains because of this project's newness, but to be able to continue doing what you love doing after going through retirement is the icing on the cake.

What do you think is the general role of an Airborne Sensor Operator in today's aerial unmanned aircraft sector?

What I like about the role of a sensor operator in the unmanned world is that you can also be the Air Vehicle Operator (AVO). We are cross-trained to do both. Our present team consists mostly of ASO's who have cross-trained into AVO positions. We only have one person who is a pilot from the get-go, who we need to cross-train as an ASO.

What do you look for when hiring an Airborne Sensor Operator?

Cross Training. The good part of having people cross-trained as both AVO and ASO is that having a sensor operation background gives the AVO an insight into where to place the sensors for maximum effect. The crew coordination becomes seamless. Today I get to fly, and I know where the ASO wants me to go. Tomorrow, he gets to fly, and I know that he will place the Air Vehicle where I need him to go to get the best effect from the sensors.

What would you recommend to future ASOs regarding the type of training and education to pursue?

I am rather biased when it comes to this because I will always recommend getting your training and building your experience for free, and that means getting it in the Military. You don't have to do what I did and make a career out of it but get as much professional development as you can before you decide to branch out into another career. It's all of that professional development that I did, which has gotten me to where I am today. Never underestimate the relevance and efficacy of the courses you will receive in your Military career, and while they may seem mundane and without value, they will serve you well down the line.

What are the general trends you see in the aerial unmanned sector or markets?

The unmanned world is the world's Wild-West right now. It's so new that it is still making its way in the aviation market. Regulatory agencies can't keep up with the demand, and the product that the unmanned world is capable of performing is pretty much limitless right now. Search and Rescue, package delivery, heavy construction, visual inspection, traffic control, crop dusting, and even firefighting. Your imagination only limits the jobs that unmanned can do.

-----------------------------------------------------------------------------

If you want to know more about Gary and/or network with him, you can find him in the Members directory. Don’t forget, to send a message, you’ll have to “Friend” first.

Astrid from AVBuyer shared this article from their Multi-Mission Hub website, i.e., she thought fellow ASOG members would find it informative and interesting.

If you didn’t know, data collection and processing are the most significant net contributor Aerial Work aviation and ASOs provide the agriculture industry, especially when you count the explosion of unmanned aerial services and technology capabilities available to farmers.

How Does Aerial Work Aviation Feed the World?

ASOG 2020 Focus Area: Professional Development and Training

It’s great to see the ASO training industry sector innovating in new ways. One of ASOG’s company Supporters (ISR Academy) posted a press release highlighting their efforts to expand their courses online.

From an ASOG / ASO advocating perspective, I hope more training companies provide virtual ASO training programs, especially in baseline learning areas (airmanship, aerial-remote sensing, etc., i.e., with a focus on ASOs and other non-pilot crewmembers). The feedback ASOG has received over the years from young and transitioning ASOs is that basic or full certified training programs are few or out of reach for them, i.e., financially, location, time, etc.

Before I forget, if you want to learn more about ISR Academy, Joep Schouren, the ISR Academy Manager, is a core ASOG member….reach out to him in the ASOG members area and hit the “friend” button.

Virtual classroom keeps ISR Academy at the leading edge

ASOG Desk Editor (Patrick)

It’s with great pleasure to announce a new ASOG Company Supporter – Talos Aviation Group. Talos Aviation Group, LLC (TAG) is a veteran-owned small business providing managed aviation services to the special mission and airborne mapping industries. TAG has two locations within the United States: Tucson, Arizona, and Blackstone, Virginia, to ensure consistent and cost-effective coverage for your mission.

It’s also a super delight to have the President and Co-Founder of TAG as a core ASOG member - Michael Intschert. If you want to know more about TAG, don’t hesitate to reach out to Michael. You can find Michael in the ASOG Members directory.

If you didn’t know, our Company Supporters represent the highest level of commitment to the Airborne Sensor Operators Group (ASOG) programming and advocacy work. ASOG Company Supporters demonstrate their commitment to Airborne Sensor Operators at all stages of their careers and to furthering Aerial Remote-Sensing as a profession.

ASOG Desk Editor (Patrick)

ASOG 2020 Focus Areas: General

SEPT 2020 POLL:

Aircraft, Equipment, and Systems - What triggers your need or want to buy new equipment or technology?

• There are enough advancements and new features over my current gear. - 40%
• Cost of maintaining current gear is forcing the issue. - 0%
• Manufacturer/supplier has stopped supporting current gear or will soon stop supporting it. - 40%
• Expansion of current business or addition of new business requires technologies not currently in toolkit. - 20%
• Productivity gains – improved efficiency for current aircrew or ability to reduce crew size. - 0%
• When the financing is right (cash on hand, favorable interest rates, or special offer from manufacturer). 0%

Career Management – In your professional opinion, which one of the hard skills below would you rank as No. 8 (Last) for an ASO or Aircrew Member?

• Clear communication - 0%
• Situational awareness - 0%
• Teamwork - 0%
• Decisiveness & Quick thinking - 0%
• The ability to remain calm - 0%
• Leadership - 25%
• The ability to understand technical information - 0%
• Mathematics & Creative skills combined - 75%

SEPT 2020 QUIZ:

Sensor Knowledge – Thermographic sensors usually detect radiation in which class of the Electro-Magnetic Spectrum?

• Near infrared - 0%
• Mid infrared - 75% (Correct)
• Far infrared - 0%
• Other - 25%

Radio & Communication Operations - Are ASO’s (Civil-Commercial Aircrew) required to pass an ICAO Aviation English proficiency test to fly and operate international?

• No - 50% (Correct)
• Yes - 0%
• Not Sure - 50%

ASOG Desk Editor (Patrick)

ASOG Article of the Month – October 2020

ASOG Author: Gareth Davies

We've all heard it at some time, "It's not my job!" and we all have cringed when we've heard it. Gareth Davies gives a great professional and funny experience on how he dealt with one such moment.

"It's not my job" has become a commonly used response in the workplace and even in the aviation & remote-sensing world. Sure, this attitude may help someone avoid doing extra work, but it can be full of pitfalls. Applying the attitude "it's not my job" can result in many negative results, i.e., limited career advancement, isolation, or losing a job. You don't want to be labelled as someone unwilling to go above and beyond the bottom line. Not to say, it could also get you branded as lazy, incompetent, and unaccommodating (say goodbye to your Pub invite).

Here's one of my personal experiences that highlights the pitfall of saying, "That's not my job" and how someone can reverse course.

Contract Change - European Space Operations Centre (ESOC), Main Control Room (MCR) circa A.D 1986

For those following ASOG, you will know I was a Network Controller in the MCR of ESOC. Due to the nature of the E.U., it's founding of ESA, and subsequently, the requirement for 'geographical distribution' of funding, there would be contract changes within ESOC's various departments. This time it was Software Support.

When it comes to contract changes in the ESA, Contractors had to re-apply for their jobs (even if they are/were doing a good job) or return to their companies. So, at the end of the day, the ESOC staff was in a flux state, i.e., friends left, and potential new ones arrived.

In this particular case, a batch of Oxbridge grads (Oxbridge-Oxford/Cambridge University graduates) full of themselves and their abilities swagger in on the first day of the new contract. You have all met the types, mostly well-meaning, just need the edges rounded off.

On this first day, we hear a tentative knock on the MCR door and in walks our new Software guy. We make the standard introductions, and he asked what he could do for us (outside of Launches, the MCR was controlled by Network 1 who, beyond day hours, was in charge of the MCR and all the operational control rooms, a.k.a. Shift Co-ord. and that was his call sign. Network 2 [me] was known as Network). Our responses were yes, we do have a little thing that he could help us.

What Time is It?

We explain that as shift workers, we counted our days as days-on, days-off, and holiday/vacation days, and that often did not know where we were in the calendar month. I was forever getting in trouble for forgetting birthdays. You would clock November 3 and tell yourself you must buy your mother a birthday card for the 24^th. The next thing you mentally clock is December 2 and the ensuing grief. Ordinary office day workers can, with four weekends in a month, subconsciously figure out where they are within the month. Not us in the MCR. Often, during the winter months, it was dark when you arrived and dark when you left. Then suddenly, it was April.

We explained this problem to our new, eager to please (we thought) young man, and asked him to take a feed from the Atomic Clock we knew ESOC had and give us a day/date time stamp that would appear on our consoles screens when we logged-in, i.e., help us with our orientation to time.

After explaining our problem or request, Our Oxbridge chap said, "he was not here to do things like that." However, we in the MCR knew that was precisely what he was here for. Most people think that mission operations are high tech. (It is not) and off he went with the attitude of "It's not my job!"

Time for additional schooling

After this blow-off, we decided to make a point with our new and young Oxbridge grad Software chap. We sat down and concocted an attention-getting lesson for him.

Gary (Network 1/shift co-ord.) said he would cook a chicken for his family, then boil and bake the bones. On my jogging runs, I was to collect some shiny stones and a few wood pigeon feathers. Gary added some shells from his daughter's collection, and I put in some marbles (not from my head). We put all these items in our scrabble bag, which at the time was a turquoise/purple Seagram's Seven Canadian whisky bag, and waited for the right day to execute our lesson or plan.

On a crystal clear and bright January day (which was part of our plan, i.e., the effect of transiting from light to dark), Gary and I were on the morning shift together. We knew our new Software chap was coming to the MCR on this day.

You Are Cleared for Launch!

At 11:55, when everyone in the Control Centre went to the canteen for lunch, we executed our plan. We dimmed all the room lights and the monitor screens to a minimum, moved the control chairs (high backed) and arranged them in a circle next to the main door, rigged the main door to lock when it was opened and then closed to control the parameter, lay the Seagram Seven bag in the middle of our circle. At 12:00, we called our young chap to the Control Centre to help us with a problem.

As he opened the door, we closed our eyes because it was bright, having been in the dimmed MCR for 5 hrs or so. As the MCR door locked behind our young chap, Gary and I started dancing around the bag, making Indian sounds. After some seconds (this whole incident took about 15 seconds), Gary took the bag and threw all of its contents into the air. Shells, bones, marbles, stones, and feathers clattered and floated all over the consoles and then the floor.

Gary asked, "what do you think, Gareth?" I said, "4.2." Gary followed up with, "What about the wishbones position to the feathers?" I yelled out, "Aw Shit, I missed that; it's 4.8." Gary finished with "and the shells to the marbles." I concluded with "OK, it's 5.1."

At this point, our young man had regained his sight, purveyed all around him, which was a sight and gasped as you can imagine. He shrieked, "What on earth are you doing?"

Our response was (as if we had just noticed his presence), "Oh hello, we're just deciding what version number you are going to load in the MCR next because clearly, you haven't got a F'ing Clue!" As you can imagine, he turned and left.

After our young chap rapidly left, we execute the last part of our brilliant plan, i.e., destroy the evidence. Like two 10-year olds that could not stop giggling, we rushed to the hidden door in the back wall where the cleaning staff had their vacuum cleaner. If anyone or the Ops Director had seen the MCR in this state, all hell would have broken out. However, by 13:00, all was tidy, and Gary and I clocked-off our shift to celebrate our performance with a couple of beers.

Mission Complete

Eight or so days later, Gary and I were on the morning shift again. I logged on, and I told Gary to log on. Low and behold, a new line on the screen, day/date, and time stamp!

Shortly after seeing the new stamp, we heard a knock at the door and in walked our young Oxbridge Software chap. "Well," he said, "got that wrong. It is exactly why I am here. You scared the living daylights out of me. Thank you!"

Since that moment, our young Software chap became part of the MCR Ops team. When he was there, he brought his family and friends to view ESOC and the MCR, plus he always came on our shift and, like any fully integrated teammate, got the full Monty. In the end, we always got the support (yesterday) when we needed it.

Bottom line

If you hear yourself saying, "It’s not my job,“ stop—it’s only going to set you up for some pitfall. It transmits the message that you’re not willing to go above and beyond or worst yet you’re incompetent. However, to keep things in balance, don’t go to the extreme end of the spectrum and be the task Pack Mule either. 

So, next time a crewmember or teammate requests your support, ask yourself: Should I help my team mate or Check-Six for the rest of my life!

Outstanding, It’s fantastic to have another company recognize ASOG and the ASO profession. I’m delighted to announce Nova Systems Europe is now an ASOG Supporter. Like I’ve said before, without firms like Nova Systems Europe, our birds would just be general aviation aircraft.

If you didn’t know, Nova Systems Europe is part of the wider Nova Systems group based in Australia and has a long pedigree of delivering high profile, complex projects and programs across UK Government, Defense and the Civil aerospace markets. Operating from their List X approved facilities in Bristol UK and with other offices throughout the UK and Norway, Nova Systems employs a wide variety of both Fixed Wig and Rotary EASA Test Pilots, FTE’s and other security cleared specialists in the provision of Flight test and simulation, Integrated Test, Evaluation & Acceptance planning, Capability Management and the delivery of P3M services.

Through their sister company in the UK, GVH Aerospace Ltd, they can also offer EASA approved Aerospace Design capability. Nova Systems Europe dedicated Flight Test aircraft have already achieved clearance to fit and trial a variety of ISR systems (EO systems and LiDAR for example) as well as being able to fit a range of other novel sensing technologies under our EASA Specialist Operator approval. This combined with design approvals allows for rapid prototyping of emerging technologies with fast turnaround turnkey solutions. The ability to go from a low Technology readiness level concept to a fully certified aircraft approval quickly and efficiently has been regularly been achieved through our trials, evaluation and acceptance programs for multiple government, MOD and civil aerospace clients.

If you would like to know more about what Nova do or how they can help you and your business then please don’t hesitate to get in touch with Andy Watson (Core ASOG member since July 2018) at andy.watson@novasystems.com or look them up on the “ASOG Supporter” page.

ASOG 2020 Focus Area: General Management

ASOG Members,

Like all healthy organizations, stepping back and reviewing what works or what is useful and what is not is essential to being a significant professional association.

In October, we plan to run a mini-poll campaign all month regarding ASOG focus areas and how to run the group, i.e., what we should concentrate on vs. wasting our time and limited resources regarding presenting/sharing information.

So, if you have some time in October, please take part in the Poll ( POLL ). If you want to go beyond completing the Poll questions and want to say more regarding what would be useful, reach out to me…brainstorming is a great TTP.

Thanks. Everyone!

Best Regards,

Patrick

ASOG Managing Director

It’s great to have another company recognize ASOG and the ASO profession…Plus, who manage the platforms we fly. I’m happy to announce Eagle Copters out of Canada is now an ASOG Supporter. Without firms like Eagle Copters, our birds would just be general aviation aircraft.

If you didn’t know, Eagle Copters provides their global customer base with an unparalleled range of helicopters, helicopter support and customization solutions. Historically specializing in Bell medium utility helicopters and headquartered in Calgary, Canada, Eagle has been providing complete fleet management support to operators since 1975. Since then, they have cultivated an international network of affiliates within North America, South America, and Australia.

If you want to engage Eagle Copters, reach out to Chris Wehbe (Eagle Copters). Chris just joined the group this month…look him up in the Members/Network area and welcome him.

ASOG Desk Editor (Patrick)

ASOG Article of the Month – September 2020

ASOG Author: Bernhard Eckhardt

You might not want to hear it; English is the de facto language for Aviation – and - flying aircraft has no margin for error. Should aircrew members whose mother tongue is not English have a good grasp of Aviation English?

Bernhard Eckhardt, a professional language trainer, answers this critical question & more regarding the importance of “Aviation English” in the Aircrew & Airborne Sensor Operator profession.

Introduction

If you didn’t know, English is the official language of Aviation, so for anyone aspiring to become an aircrew member, it’s essential to have a high standard of English. A number of years ago, the International Civil Aviation Organization (ICAO) set Language Proficiency requirements for specific aviation career fields, especially for those career fields that fly internationally, i.e., passing an exam and receiving a certificate of proficiency.

Besides the technical aspect of having a good grasp of Aviation English, the feet-on-the-ramp answer is that it can save your life (plus many others) and make your professional aircrew life better. It all comes down to communication or, better yet, avoiding miscommunication.

Miscommunicating can be Deadly!

Miscommunication has been an important factor in many aviation accidents. The ICAO has acknowledged that "communications, or the lack thereof, has been shown by many accident investigations to play a significant role." For example:

Tenerife - 27 March 1977

On March 27, 1977, two Boeing 747 passenger jets, operating KLM Flight 4805 and Pan Am Flight 1736, collided on the runway at Los Rodeos Airport on the Spanish island of Tenerife. It had resulted in 583 fatalities. Investigators emphasized mutual misunderstanding in radio communications between the KLM crew and ATC. (en.wikipedia.org)

Charkhi Dadri – 12 November 1996

On 12 November 1996, Saudi Arabian Airlines Flight 763, a Boeing 747 en route from Delhi, India, to Dhahran, Saudi Arabia, and Kazakhstan Airlines Flight 1907, an  Ilyushin Il-76 en route from Chimkent, Kazakhstan, to Delhi, collided over the village of Charkhi Dadri, around 100 km west of Delhi. The crash killed all 349 people on board both planes.  The ultimate cause was held to be the failure of Kazakhstan Airlines Flight 1907's pilot to follow ATC instructions, whether due to cloud turbulence or due to communication problems. (en.wikipedia.org)

Because of this, communication or miscommunicating is not a trivial thing in aviation. Besides this, it could make a big difference in many aspects of your down-to-earth professional ASO or aircrew career.

Miscommunicating can be Costly!

Besides the deadly effect of miscommunication, there are many other good or practical reasons to have a grasp of Aviation English or, better yet, having a certificate of proficiency.  Not having a functional understanding of Aviation English can affect you (or your employers) time, effort, and money. The following are a few good reasons why it’s important:

Expands training opportunities

Knowing Aviation English expands the type and availability of general and specialized training provided by institutions, manufacturers, and training organizations worldwide. Again, since English is the de facto aviation language, most aviation and other training opportunities are provided in English.

Expands job opportunities

Knowing Aviation English increases your chances of getting an excellent job in a multinational firm within your home country or of finding work overseas. If you scan many job postings related to aviation from around the world, you’ll see the posting in English, or there is a requirement for the candidate to have a good grasp of English.

Increases professional knowledge

Many Flight, Operational and Technical Manuals are written in English. Having the ability to read English will open the door to new sources of information, mitigate making financial errors because you didn’t comprehend the bottom-line, or worst yet, causing an accident because you couldn’t understand the “Caution, Warning, Note” section of a manual.

Increases effectiveness when traveling

Because English is the official language of 53 countries and is used as a lingua franca (a mutually known language) by people from all around the world. This means that whether you’re working in Vienna, or conducting flight operations in Brazil, having a good handle of English can help you effectively communicate with people from all over the world, especially around airfields and locations that cater to international travelers.   

Without saying – It increases your 360-degree effectiveness in the workplace. Having a good grasp of English and Aviation English gives you another tool in your Flight-Bag to avoid being part of an aviation accident, plus it can put you ahead of your peers and your bank account.

Summary

Now that you see the benefits, the next question is how you add this skill to your personal and professional kit. As an aircrew member, your goal is to study for and take the ICAO Aviation English exam. With that said, studying for and taking the Aviation English exam has specific standards that are different than just taking an introductory English course and passing with a letter grade. So getting the right training is critical.

In my next article, I’ll highlight everything you need to know when it comes to studying and taking the ICAO Aviation English exam, i.e., standards, proficiency levels, and more….

Posted By: Andy Watson

Hello ASOG members,

I am in the process of scoping LiDAR options for a potential customer that fulfill the below requirements.

The dream wishlist is:

• Rotary Platform mounted (Medium, twin-engine)
• Will be Rear Hardpoint Mount (Probably Meeker)
• Sub 20kg
• Delivers 25ppsm density from 500ft / 60kts (300m lateral offset) from the powerline
• Weatherproof (I understand this may prove difficult)
• Primary use- Powerline /Vegetation and /or structural mapping.

I am familiar and have experience of operating the Reigl VP-1 and Vux 240 for powerline survey missions but I want to ensure that we scope all suitable options available to us before we consider which systems to potentially flight test.

If anyone has any suggestions, experience, or recommendations that fulfill the above LiDAR requirements then I'd be really grateful if you could make contact.

Kind regards, Andy Watson

andy.watson@novasystems.com

ASOG 2020 Focus Areas: General

Again, very interesting response to August ASOG Poll & Quiz. I really enjoyed seeing how individuals responded to what they thought was the number 1 hard skill an Aircrew or Airborne Sensor Operator should have...you'll be surprised...check it out!

Like last month and for professional fun, take the September Poll & Quiz. Also, if you have a question you want to see how others respond to it, send it to me and I’ll added to the next Poll & Quiz ( pryan@aso-group.org).

AUGUST 2020 POLL:

Training & Education – As an Airborne Sensor Operator or Aircrew Member, I am satisfied with the investment my employer makes in my training and education.

Strongly Disagree                                    0%

Disagree                                                 25%

Neutral/Neither agree nor disagree            50%

Agree                                                     25%

Strongly Agree                                         0%

Professional Development – What prevents you from taking part in professional development activities, e.g., training events, conferences, networking events etc.)?

Time                                                    50%

Money                                                  25%

Other (tell us in the remarks section)       25%

Career Management – In your professional opinion, which one of the hard skills below would you rank as No. 1 (First) for an ASO or Aircrew Member?

Clear communication                                                   25%

Situational awareness                                                  50%

Teamwork                                                                  0%

Decisiveness & Quick thinking                                       0%

The ability to remain calm                                            0%

Leadership                                                                  0%

The ability to understand technical information               25%

Mathematics & Creative skills combined                         0%

Other (tell us in the remarks section)                            0%

(Linked-In) Career Management - In your professional opinion, which one of the hard skills below would you rank as No. 1 (First) for an Aircrew Member?

Decisiveness & Quick thinking                                  18%

Situational awareness                                              35%

Teamwork                                                              18%

Clear communication                                               29%

AUGUST 2020 QUIZ:

Airmanship Knowledge – What does “Sterile Cockpit Rule” mean?

During all phases of flight, only activities required for the safe operation of the aircraft may be carried out, and all non-essential activities in the cockpit are forbidden.  0%

During critical phases of flight, only activities required for the safe operation of the aircraft may be carried out, and all non-essential activities in the cockpit are forbidden.  83% (Correct)

During critical phases of flight, only activities required for the safe operation of the aircraft may be carried out, and all non-essential activities in the cockpit are limited.  17%

Sensor Knowledge – Which system is NOT an EO/IR sensor?

WESCAM MX-15                              0%

FLIR Star SAFIRE 380-HDc               0%

RIEGL VQ-1560i                              75% (Correct)

CONTROP iSky-50HD                       25%

Instructor Knowledge – What is NOT an obstacle to Learning During Flight Instruction?

Impatience to proceed to more interesting operations                     0%

Worry or lack of interest                                                              0%

Physical discomfort, illness, fatigue, and dehydration                      0%

Feeling of unbiased treatment                                                      75% (Correct)

Anxiety                                                                                      25%

ASOG Desk Editor (Patrick)

ASOG 2020 Focus Areas: General

Not bad, looks like the participants of July’s Poll & Quiz started at an early age and have a good foundation of airmanship, sensors, and flight instruction.

For professional fun, take the August Poll & Quiz. Also, if you have a question you want to see how others respond to it, send it to me and I’ll added to the next Poll & Quiz ( pryan@aso-group.org).

JULY 2020 POLL:

When did you start your first job as an Airborne Sensor Operator?

• 18-24 years old / 60%
• 25-30 years old / 20%
• 31-35 years old / 20%
• 36-40 years old / 0%
• 41-45 years old / 0%
• 46-50 years old / 0%
• Over 50 years old / 0%

Why did you become an Airborne Sensor Operator?

Response 1: “The reason I became an ASO, or should I say Aircrew Member, is my passion for flying, experiencing new challenges, and seeing the world. Like I tell my family, friends and work mates…”I can’t believe I get paid for this!”

JULY 2020 QUIZ:

Airmanship Knowledge - A below glide slope indication from a tri-color VASI is a…

• pink light signal / 20%
• green light signal / 0%
• red light signal / 80% (Correct Answer)

Sensor Knowledge - Synthetic-Aperture Radar (SAR) is…

• a method for measuring distances (ranging) by illuminating the target with laser light and measuring the reflection with a sensor. / 0%
• a form of radar that is used to create two-dimensional images or three-dimensional reconstructions of objects. / 67% (Correct Answer)
• a detection system that uses radio waves to determine the range, angle, or velocity of objects. / 33%

Instructor Knowledge - Students can become apathetic when they recognize that the instructor…

• has made inadequate preparations for the instruction being given. / 0%
• when the instruction appears to be deficient, contradictory, or insincere. / 20%
• All the above / 80% (Correct Answer)

ASOG Desk Editor (Patrick)

ASOG Article of the Month – August 2020

ASOG Author: Patrick Ryan

Have you ever had one of those day’s when you were in the cockpit but had to many things running or screaming through your brain? Here’s one of those time-tested skills that many experienced and famous aviators use to keep everything together when flying.

It’s 5:00 am and you’re about to step out and fly a mission. (and you didn’t have time to stop at a 24/7 fast food place to get a coffee and one of those "Gut Bomb" breakfast sandwiches to fill the energy void!)

However, you have a lot on your mind. You just took charge of a training department with lots of problems and your new department is getting an inspection next week (Thanks Boss!...I love you too), plus, your own annual check ride is in a few days and you really haven’t prepared for it (O’Shit!).

Additionally, on the home front, you, and your wife are expecting your first child and both of you are running around to doctor appointments, trying to buy the right how-to-books, and attempting to get everything ready for the big day….“Dear, I’m getting nervous, what color paint should we buy for the baby’s room…pink or blue?” (“OK Dude, Time to Push-Up-the-Throttles!”)

How can I manage all of this?

Again, it’s 5:00 am and your about to step out and fly a mission. With all these things running through your head and you’re going to participate in an event that requires total focus to stay safe, how do you balance it all and meet the standards or expectations of yourself, family, friends, crew and supervisors.

If you’ve been trained (civil or military) the process of how to manage “Aviate, Navigate and Communicate” while you’re flying, you have a foundation or an sense of how to compartmentalize in a rapid way.

However, if your entering the aircrew community or a bit rusty, it’s impossible to be the “Master-of-Your-Complex-Universe”, especially flying, without channeling certain areas of our life for periods of time. When we must focus on one activity without disruption, compartmentalization is important and, in many ways, critical.

So, what is Compartmentalization?

Starting with the book answer and depending on what sections of the encyclopedia you look at, compartmentalization is:

• Engineering - Compartmentalization is the general technique of separating two or more parts of a system to prevent malfunctions from spreading between or among them.
• Fire Protection – Compartmentalization is to divide a structure into "fire compartments", which may contain single or multiple rooms, for the purpose of limiting the spread of fire, smoke and hazardous gases,

As you can see, there are various relative academic definitions, but basically compartmentalizing (especially for aircrew members) is being able to mentally separate parts of your life and work into isolated compartments at the right time.

O.K., how can I Compartmentalize?

As mentioned before, to compartmentalize means to group things in your mind so that they’re easier to manage. If you don’t, life responsibilities will come together like a 10-Ton Gorilla sitting on your shoulders.

Besides work and life responsibilities, flying is a dangerous endeavor (manned or unmanned, it does not matter), so if you mess up, you’ll do more harm than good. So here are a few things to keep in mind to ensure a positive outcome, i.e., compartmentalize!

Identify

The first step is to identify those areas of your life and work that have, so to speak, a lot of moving parts and expectations. The best way to organize is to identify the who, what, when, how and where of those parts.

A good method to help with identifying the difference between things is, from your perspective, the primary feedback of “success” or “failure” of a compartment. Without saying, yourself, your parents, your wife or partner, supervisor, crew mates, maintenance crew, and employer are primary feedback points.

Group

Once you’ve identified those parts of your life and work, group them into compartments accordingly. A single compartment should, generally, stand on its own with some or limited connection to the other compartments.

A simple or universal example is family and work. Work related events don’t directly connect with family events. However, the strategic connection of the job providing money to support the family is there, but the who, what, when and where is different.

Using the scenario at the beginning of the article, your primary compartments could or might look like this:

• Marriage/Partner Compartment
• Baby/Children Compartment
• Aircrew Rating/Technical Cert. Compartment
• Department Head/Supervisor Compartment
• Education/Professional Development Compartment

Within those primary compartments, you could build sub-compartments to help with additional clarification of the many different parts of your job and life.

Control

Now that you have identified and grouped your compartments, the next step is to develop ways to manage or control your compartmentalization. This consist of both mental and physical ways to maximize your efforts while transitioning from one compartment to another and when operating in a compartment. Two of the best controlling mechanisms are:

Time Management

As many of you know, managing your time when flying is critical. When it comes to compartmentalizing your personal and professional life it’s no different. Time management is a matter of taking your compartments and prioritizing them by when and how much time is required to complete or maintain them.

Space Management

Besides Time Management, managing your physical location while focusing on a specific compartment will help keep you engaged on the specific elements of that compartment, i.e., minimize distraction.

For example, you have a check-ride next week and you need to study for the Question & Answer portion of the ride and your Flight Department is too noisy and distracting, find a quite place in the hanger to study for 45 mins.

Are there any Do’s or Don’ts of Compartmentalizing?

The short answer is yes, there are things (“Caution, Warning and Notes type stuff”) to think about when you go through the process of compartmentalizing.

No. 1 – Don’t Multitask

The whole point of compartmentalizing is to focus on one thing at a time. When you start trying to blend multiple compartments together, e.g., calling the pediatrician while you’re flight planning, you’re only increasing the level of risk of making an error, just not one compartment but all the compartments you’re trying to do at once.

No. 2 – Do Prioritize

Again, compartmentalizing is about doing one thing at a time. When compartments appear to start overlapping, the best thing is to prioritize compartments based on what needs to be worked now and what can be worked later (Time Management).

No. 3 – Don’t Avoid the “Pain in the Derrière” Compartments

Just because a task or compartment is not sexy, fun, enjoyable or gratifying, they probably must be dealt with at some point in time. If you don’t, they’ll come back to “bite you in the Buttocks.” When that happens, your compartment probably grew or it spawns new pain compartments. So, roll up your flight suit sleeves, lean your head forward and go! Don’t forget, we all have compartments like this.

No. 4 – Do say “No”

Probably the most important “Caution, Warning and Note” regarding compartmentalizing is learning how to stop yourself and say “No” when one compartment competes with another or you see yourself starting to Multi-Task.

As an example. If one compartment is for staying fit and regularly going to the fitness center after work, however, at the last minute you get a call to discuss a draft SOP that is not due until next month, the answer is “no” because you need to get out on time. Another classic scenario is taking work home. If you have the urge to take work home, i.e., read a manual, build an xls etc., just say “No.” Again, blending compartments just takes the effectiveness and efficiency out of compartmentalizing.

In Summary

As I mentioned before, the skill of compartmentalizing is not new, especially in the aircrew community (Aviate, Navigate and Communicate). However, the importance of it is probably more important today than it was 40 years ago, especially with society and technology rapidly changing.

To keep everything together in the aircraft and on the ground, the best way to manage the whole thing is to compartmentalize your personal and professional goals and responsibilities mentally and physically. From there, it’s a matter of discipline and creativity of managing them “24/7” or “Day, Night and in all Weather.”

It’s great to see young ASO’s reach for the sky and start their own business. I’m happy to announce EMTaylor Aviation LTD in the U.K. launch their new business and their recognition of our group and profession as an ASOG Supporter.

If you didn’t know, EMTaylor Aviation LTD provides UAV services in the following areas:

• Aerial Building & Roof Inspections
• Aerial House Portraits
• Aerial Site Progression Surveys
• Aerial Search & Rescue Assistance

If you want to know more, contact Emma Taylor (Director and Owner) via her webpage, i.e., click the EMTaylor Aviation logo on our ASOG Supporters Page  

ASOG Desk Editor (Patrick)

ASOG 2020 Focus Areas: Tactics, Techniques and Procedures.

Source: www.theconversation.com, Austin Choi-Fitzpatrick

One of our members just shared this article with the ASOG Desk Editor. I thought you would be interested in reading it. From my perspective, this is a good article regarding TTPs, i.e., things to think about from an Airborne Sensor Operator perspective.

From your perspective, is this information applicable to an ASO (Commercial, Public Safety & Mil)?

How to hide from a drone – the subtle art of “ghosting” in the age of surveillance

Patrick

ASOG Desk Editor

ASOG 2020 Focus Areas: General

It is always great to get current insight on how our community thinks and operates. Look at June’s Poll & Quiz results and interpret accordingly. I found the responses on “Do you chance it?” question interesting.

JUNE 2020 POLL:

Opportunity for Growth in 2020 - Where do you see the most opportunity for growth in the aerial remote sensing sector?

• Civil/Commercial (Aerial Mapping & Surveying, Aerial Photography etc.) - 50%
• Public Safety (Police, Fire, Medical, SAR, Maritime etc.) - 25%
• Defense & Security (Military, Contractor Own-Contractor Operated) - 25%
• Other (tell us in the remarks section) - 0%

Do You Chance It? - As a freelance ASO, when offered work that is beyond your normal scope of expertise, you:

• Accept the job and figure it out yourself. - 25%
• Pull in a third party to help you. - 25%
• Refer the client to somebody else. - 50%
• Other (tell us in the remarks section) - 0%

Professional Development - What is the most important source for professional development and career enhancement?

• Attending Certification Courses - 25%
• Attending Conferences and Trade Shows - 25%
• Reading professional periodicals - 0%
• Networking - 50%
• Other (Tell us in the comment section) - 0%

JUNE 2020 QUIZ:

Sensors - What sensor system uses a single or 9-megapixel secondary sensor(s) to detect objects?

• Radar - 25%
• Vidar - 50% (Correct)
• Lidar - 25%
• Sonar - 0%

Aerial Navigation – What ground based navigational aid transmits both direction and distance information to the aircraft, like a VOR/DME?

• NDB - 20%
• VORTAC - 80% (Correct)
• LPV - 0%
• WAAS - 0%

Airborne LiDAR - Traditionally, pulse widths for topographic systems have been in range of about 10 ns which means that there is a __________ of about 1 meter along the laser path behind each received

• increased scatter - 0%
• blind spot - 75% (Correct)
• false data - 0%
• accuracy error - 25%

Meteorology – Based on the METAR, what is the temperature in Albuquerque? “ KABQ 110252Z 20007KT 10SM FEW140 17/M13 A2989 RMK AO2 SLP067 T01721133 53003 “

• 17 degrees Celsius - 75% (Correct)
• Negative 13 degrees Celsius - 25%
• 67 degrees Fahrenheit - 0%
• 29 degrees Fahrenheit - 0%

ASOG Desk Editor (Patrick)

ASOG Article of the Month – July 2020

ASOG Author: Darrly Woodruff

As ASOs, one of the hardest things we face are job changes and going through the job search process. Darrly Woodruff shares his personal experience and highlights a critical point when it comes to looking for the perfect job…Don’t Stress and Never Give Up!

10, 20, 30…50 or more.  That is the number of rejection letters that I received from my primary target for employment, add in all the other companies that I had applied to in the last year and I was easily in triple digits.  I could not figure out what was going wrong. 

I had connections with inside tracks, I feel as if I interview well, I had applied for the exact same position on a contract that I had worked with a different company, even had individuals that I had more experience land the gig…I was at a loss. 

O’Joy, another rejection letter!

I reworked my resume several times ensuring that every time I applied to a position that I pulled out all the key words from the posting to make sure they were out front.  I WAS GOING TO LAND THIS ONE! Except I did not, more rejection letters flooded my inbox. 

I tried to seek out training for areas that I knew were weak and added those new skills and reapplied.  Again, my inbox was filled with rejection letters.  Now my pride and sense of self was taking a beating. 

I didn’t have to land a new job, my retirement and my wife’s business covered all our bills, but only barely, and at this point it had become personal (this included one company I had been applying to for three years). 

Time to give up and change course

Finally, about a month ago I had given up.  I came to terms with the fact that for some reason another flying gig was not in my future, I even went as far as emailing the founder of this page to thank him for all his help over the last several years and to let him know that I was stepping away from the game. 

I have a degree in Homeland Security and had some security related jobs in my toolbox.  That was going to be my new direction, executive security specialist.  I found places that accepted the GI Bill, cleared my plan with my wife, and was all set, I even have a start date.  I have also received a preemptive position with Customs and Border Patrol during this time. 

Nothing to lose

Then about two weeks ago I get tagged to a job posting on LinkedIn.  Since I had nothing to lose, I decided I would email the recruiter and prepare for another “thanks for the interest, but” letter. 

To my surprise the recruiter called me about an hour later.  That turned into a series of phone calls with people that I have interviewed with in the past.  So, I am fully expecting this to go nowhere and keep getting moving forward with what I need to for my new chosen career path. 

I get told “I will call you tomorrow” that comes and goes, then the rest of the week passed.  I told my wife “it’s what I expected” then Monday I get a text saying, “I haven’t forgotten about you”.  I tell myself at least that’s promising, it’s not a no yet. 

The most important lesson!

I head to the gym to work out some stress and as I’m loading the bar my phone rings.  “Hey, I’m still working with HR, but you should have an offer letter by mid-week”.  Now I am looking for Ashton Kutcher to jump out from a corner and tell me I’ve just been punk’d.  No, this is real. 

As my wife has been telling me this entire last year, when the right job comes along you will get it.  The most important lesson that I learned from all this is to not stress if you don’t have to, and never stop applying.  Even if you start looking into new endeavors keep applying for the job you want.  You never know when the stars will align.

ASOG Article of the Month - July 2020

ASOG Author: Gareth Davies ; Image: mypolice.gld.gov.au

With a growing effort to integrate drones in the public safety sector around the world, one of the hardest part for a public safety organization is what to think about or plan around when it comes to starting a drone program. Gareth Davies, based on his professional experiences, discuss what to think about when starting your drone program.

Drones, UAV, UAS call them what you will, seems they are here to stay. However, before I start and for clarity of terminologies within my article, I’m going to use the term Unmanned Aerial Platform (UAP). My rationale is that a helicopter is a Rotary platform, an aircraft is a fixed wing platform and a drone, UAV (unmanned airborne vehicle) or UAS (unmanned airborne system) are UAPs. O.K., enough of that.

So, from the position of an Air Support Unit (police, Fire dept. emergency service, a.k.a., ASU) or as an Operations Officer you have decided that there is something in all the hype regarding UAPs. So, where do you start or what you should think about before obtaining a UAP? Even though there are many technical things to think about, and from my experience, here are my top three things to contemplate.

Frequency

The labyrinth is the frequency. Frequency defines almost everything about a platform, i.e., from controlling the platform to sending imagery to the ground. When it comes to sending data to the ground, this is known as ‘downlinking’. Frequency defines how much data (data rate) you can transmit within the frequency. How much data defines the resolution you need for the task at hand. You do not need 4k resolution to determine a fire, however I submit it would be essential if you are going to put a bullet in someone or a hellfire missile though a windscreen.

Currently most video transmission systems operate in the 1.9 to 2.5 gigahertz range.  The 2.4 range is by and large licence free which means you should not use them if you are in the Emergency service game or if you don’t want the press ‘looking’ in.   Please check with your frequency allocation people when you wish to start operating (They will be chuffed you have asked. However, they will also know you are taking the whole business of frequency serious. This is a personal experience).

Power & Distance

Consider how far from platform transmit (TX) to receive (RX) site. This number or average number is critical because it defines the TX power requirement. Be careful here because blasting away on the TX site with a powerful transmitter that is often frequency and location restricted and for the most part bigger is not better, because, as you will read later, you will upset the wrong people.

Output power in watts defines the actual physical size and weight of your unit. This clearly will have a form fit issue with the platform.

And last but not least, the wattage of your eventual transmitter will have to be generated from the platform, so you UAP has to be ‘big’ enough provide sufficient power but having enough left over to fly and return.

Frequency Management

All ASU’s have a prime and backup frequency. It used to be that (in the UK anyway) these were ‘purchased’ for their exclusive use The Police take a very dim view of anyone caught using them.

DO NOT use a frequency that is not yours unless it has been allocated to you for specific period of time. Think ‘dim view’, police, Government officers and being “Upset.”

If you do use a frequency without authorization, you will probably get caught. Here’s a good story to reinforce the point. Since WWI when prevailing winds meant that there were only three ways across the channel for the Zeppelin’s the Military knew which path they were going to take because there was significant increase in ‘activity’ (voice and signal traffic) from one of the three  stations. I would hazard a guess and suggest that GCHQ (UK’s listening centre, amongst other things) have become a tad more sophisticated since then. And that most countries will have followed suit.

Just as a tip, ask to ‘borrow’ (most transmitters are frequency agile) your local ASU’s backup frequency and run a number of ‘missions’ in parallel. Start collecting and collating data from these missions until you have sufficient to populate a matrix document. Then you will start to see which ‘service’ better suits the task at hand.

Operations

Clearly task, locations, mission specifics et al all affect mission operations but here are a few things from real life that I have found useful. They apply to drone operations just as they did in the real word

I was taught as a kid that when canoeing you always row against the current so that if you are tired and/or underestimate your ability you can always float back on the current to your starting point.

I hear next to nothing about air currents but obviously 15 mins with the prevailing wing and air current will take you farther that 15 mins against the same conditions so be wary.

Sorry to bore you again with Spacecraft control analogies, however…

I was controlling a telescope called ROSAT at the German Space Operations centre, Nr. Munich, with a ground station south of Munich, that had 7/8 passes of 7 to 8 minutes windows. This was our commanding and data collection time. These times were predicted (AOS, Acquisition of Signal and LOS, loss of Signal) so that the Ground station was ‘visible’ to ROSAT.  We usually needed 5/6 passes to complete all commanding.

During an oversight that saw us still transmitting commands some 20 secs after official LOS, we were staggered to discover, during the next pass, that these commands had actually reached the Spacecraft. Over the next months we carefully ‘pushed’ the envelope to discover that for some reason ( jokingly said that we bounded commands of the weather station roof that is built into the rocks on the summit of Germany’s highest mountain, the Zugspitz,  however I suspect a more technical and esoteric explanation would be ionosphere refection after AOS and LOS).

I tell this anecdote because the following year we had a requirement to send a massive file that breached the official single pass parameters and the fear was that by splitting up the commanding into 2 passes we would lose continuity and therefor the integrity of the file.   

Imagine the surprise when the command team hit the command button 30 secs before AOS and we ran about 25 secs after LOS and the complete file was loaded.

Parameters

This will be short-and-sweet. Find out your complete mission critical kit parameters before your mission becomes mission critical. This might cost you a battery or two, but the rewards are real if a little further down the line.

Implementation

At some point the bean counters will ‘suggest’, because of budgetary considerations there will have to be a crossover between Rotary platform operations and a supplementary UAP.

Having been in international sales for 20 years I know that words alone will not suffice to convince an ASU that your drone can replace its helicopter. And neither should it. As I have just said it should be supplementary, so at some point you are going to have to run your UAP and rotary in parallel and compare the outcomes.

To do this you are going to have a regularity the Air Support Unit (ASU) boys can ‘see’.

In Summary

No matter what you call a Drone, the critical aspect of implementing or integrating this new kit of technology to your Air Support Unit is planning. When it comes to planning, there are many variables to consider. However, there’s always the top 3 or 5 things to consider, in this case, and in my professional opinion and experience, is Frequency Management, Operations, Parameters, and Implementation.

So, with that, Good ‘hunting’